EP0626527B1 - Commande d'une boíte de vitesse automatique dans un véhicule - Google Patents

Commande d'une boíte de vitesse automatique dans un véhicule Download PDF

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Publication number
EP0626527B1
EP0626527B1 EP93108427A EP93108427A EP0626527B1 EP 0626527 B1 EP0626527 B1 EP 0626527B1 EP 93108427 A EP93108427 A EP 93108427A EP 93108427 A EP93108427 A EP 93108427A EP 0626527 B1 EP0626527 B1 EP 0626527B1
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EP
European Patent Office
Prior art keywords
road
controller
dynamics
control
type
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93108427A
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German (de)
English (en)
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EP0626527A1 (fr
Inventor
Friedrich Dipl.-Ing. Graf
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Siemens AG
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Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Priority to DE59308895T priority Critical patent/DE59308895D1/de
Priority to EP93108427A priority patent/EP0626527B1/fr
Priority to JP6133967A priority patent/JPH06331014A/ja
Publication of EP0626527A1 publication Critical patent/EP0626527A1/fr
Application granted granted Critical
Publication of EP0626527B1 publication Critical patent/EP0626527B1/fr
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Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0057—Frequency analysis, spectral techniques or transforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/663—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0081—Fuzzy logic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery

Definitions

  • the invention relates to a control system for an automatic transmission in a motor vehicle.
  • An electronic engine control (EP-A-0 304 089) with several first sensors for recording operating actions of the driver, with several second sensors for recording the operating status of vehicle and engine and with several actuators to control the motor.
  • An evaluation recognizes the driver's driving style based on the signals from the first and the second sensors and a control unit controls the Engine according to the recognized driving style by having at least one Adapt actuator accordingly.
  • the engine is controlled first Line in that the ignition timing and the fuel injection being controlled. An intervention or influencing the gear ratio is not carried out.
  • EP-A-0 532 362 Another known transmission control (EP-A-0 532 362) is an improved adaptation of the circuit to the driver's request with an automatic transmission, if necessary with a stepless one Enable transmission.
  • the gear selection is made taking into account the vehicle characteristics, the driver's request and the state of the road when driving in one hilly terrain in which a frequent gear change is necessary. It will minimize the frequency of gear changes and the frequency of braking when driving downhill and the use the smallest possible computer.
  • the switching point is selected by a Map, in other operating modes by fuzzy inference. Both selection results are compared with each other and only switched to "fuzzy gear” when it has a lower one Speed results as the "map run".
  • the optimal gear position is selected with the fuzzy logic using continuously updated factors, which represent the driver's request and the road characteristics.
  • the road condition is a parameter, the input variable the fuzzy logic is and directly from sensor signals (Steering angle and lateral acceleration) is derived; he takes into account several operating modes ("Modes”), e.g. "Flat roads in an urban area”, “Curvy uphill section”, “Downhill section with light engine braking”, “Downhill section with strong engine braking” and “Straight uphill section”.
  • Modes e.g. "Flat roads in an urban area”, “Curvy uphill section”, “Downhill section with light engine braking”, “Downhill section with strong engine braking” and “Straight uphill section”.
  • Various shift maps are selected via these operating modes, with which the gear stage is determined.
  • the driver request and the Road conditions are taken into account, both when driving uneven road surfaces as well as a common one Switching switching traffic (JP-A-04 337 157).
  • a gear selection with a normal shift map depending of the vehicle speed and the load becomes one Switching process based on a fuzzy inference at least information about the driving condition, the driver's request and selected the road condition. Only then if the gear determined by the fuzzy inference is smaller than the gear selected by the normal map is the switching process determined by the fuzzy inference is carried out.
  • the information about the type of road is one Input information for the fuzzy logic, which is not very is derived more precisely from the input signals.
  • EP-A-0 622 570 a non-prepublished application according to Article 54 (3) EPC, is a controller for an automatic Motor vehicle transmission described by which the transmission ratio depending on the accelerator pedal position and the vehicle speed based on stored Maps is set automatically.
  • the controller also takes the load state of the Motor vehicle and the driving style of the driver. She assigns one with fuzzy logic provided with a rule base, through which temporal averages or changes in signals, the operating states of the motor vehicle or accelerator pedal operations reproduce, be evaluated. Depending on this evaluation becomes one for controlling the circuit or for setting map used for the gear ratio selected. Instead of selecting another map, an existing one can also be selected Characteristic map changed by moving characteristic curves will. Taking into account the longitudinal dynamics of the motor vehicle Output variable characterizing parameters and traffic flow are not provided.
  • the invention has for its object a transmission control to create that when determining the cheapest gear in the motor vehicle also the type and course of the busy road and the flow of traffic other influencing factors are taken into account.
  • a schematically represented motor vehicle 1 (FIG. 1) has an engine 2, which is controlled by an engine controller 3 becomes.
  • An engine output shaft 4 is - not here shown separately - torque converter with an automatic Gear 5 connected by an inventive electronic control 6 is controlled.
  • the exemplary embodiment is the transmission 5 as a step transmission executed, a control 6 according to the invention, but can just as good for a continuously variable transmission - or for steering of the other facilities mentioned in a motor vehicle - use.
  • a transmission output shaft 8 is included connected to the driven axle of the motor vehicle, the is symbolized here by a driven wheel 9.
  • the driver of the motor vehicle gives an accelerator pedal 10 his orders - strictly speaking, his wishes - to the Engine control 3.
  • a Brake pedal of the motor vehicle comes in, e.g. from the brake light switch generated brake signal via a line 11 to the engine control 3.
  • the motor vehicle is also with a wheel slip or anti-slip control (ASR) 12 and an anti-lock braking system (ABS) 13 provided by signal lines 15 with each other and with the engine control 3 and the transmission control 6 for the purpose of exchanging signals are connected.
  • the engine control unit sends a signal line 16 3 to the engine 2 signals with which the ignition, the injection and the throttle valve are controlled (The latter only if a corresponding control device is available is).
  • the driver determines in a conventional manner via a selector lever 17 the driving range of the automatic transmission 5.
  • the selector lever signals reach the via a mechanical connection 18a Gear 5 and via an electrical signal line 18b to the Controller 6.
  • Controller 6 transmits via a signal line 19 control signals to the transmission 5, the respective gear set and the required switching operations control, or - in the case of a continuously variable transmission - the respective Stop translation.
  • the speed of the gearbox output shaft 8 is from a speed sensor 20 via a signal line 21 reported to the controller 6.
  • At least the signal lines 15, the control units 3, 6, 12 and 13 with each other can connect from individual signal lines or from a bidirectional bus, e.g. from a known CAN or LAN bus.
  • the control devices and systems 3, 12 and 13 do not have to be present. If they are, it is advantageous if the transmission control 6 on the Sensor signals supplied to them (e.g. for the wheel speeds) and can access derived sizes.
  • the electronic control 6 ( Figure 2) has the following components on: a signal conditioning circuit (hereinafter abbreviated: signal conditioning) 22, a fuzzy logic control circuit (hereinafter: fuzzy logic) 23, a map memory 24 with several shift maps or gear ratio tables and a shift map selection and shift sequence control 26 (SKA / SA-T).
  • signal conditioning hereinafter abbreviated: signal conditioning
  • fuzzy logic hereinafter: fuzzy logic
  • map memory 24 with several shift maps or gear ratio tables
  • SKA / SA-T shift map selection and shift sequence control 26
  • the signal processor 22 In the signal processor 22, several input signals are processed, which are supplied by various sensors or by the mentioned further control devices.
  • the input signals are converted into characteristic quantities that can be processed by the fuzzy logic 23.
  • the following measured values or parameters arrive (from top to bottom) as input signals to the signal conditioning unit 22: the driver's request dK reflected in the position of the throttle valve or generally the accelerator pedal; the transmission output speed N ab , the turbine speed N t of the torque converter; the engine torque M mot ; the engine speed N mot ; the wheel speeds N Rad1 ... 4 ; and slip state signals ("slip states").
  • slip states can also be supplied by the wheel slip control 12 or by the anti-lock braking system 13.
  • the controller 6 thus also has operating parameters or sensor signals from other control devices, if there are any.
  • Fuzzy controls as such are described in the literature (D. Abel: Fuzzy control - an introduction to the fuzzy, AT 39 (1991) issue 12). Through the fuzzification exactly defined (English crisp) sizes of the input parameters mapped into linguistic variables.
  • an inference system in the form of a so-called rule base linguistic rules worked through and it becomes an out of focus formulated manipulated variable determined. In these rules (see example below) is the desired system behavior fixed.
  • the manipulated variable determined by inference is defuzzified into a physical manipulated variable - general: "sharp" information - implemented, the then directly influences the process to be controlled.
  • the in the Signal conditioning 22 ( Figure 2) in characteristic sizes converted measured values and derived quantities come across lines to a fuzzifier shown in the drawing 28 of logic 23 and are there in linguistic variables implemented and to the fuzzy inference system containing the fuzzy rule base 29 transmitted. With those defined in the rule base The rules are the type of road and the traffic related quantities calculated on the road. The fuzzy logic acts as an expert in identifying such Sizes.
  • the time between two calculation cycles is 200 ms.
  • the the above formula represents a filter algorithm, and with a large time constant of 53 s (0 to 63% of the Final value), which is an approximate averaging represents their accuracy for the present control completely sufficient.
  • the calculation is based on this formula also the average amount of the differential torque, the average Amount of lateral acceleration, the average output speed, accelerator pedal activity and braking frequency.
  • ⁇ F represents the balance of those acting on the motor vehicle Moments (or forces) on the gearbox output. In the plane its value must be without external load - e.g. Payload or trailer operation - be zero. If it is not, it can be from this an increased vehicle mass, a road inclination and / or an external load (payload, trailer operation, etc.) detect.
  • the vehicle lateral acceleration ay is either from Speed sensors supplied delivered wheel speeds calculated or taken over by an ABS or ASR control unit.
  • the rule bases for the variables road, x-dynamics and z-dynamics each contain an ANY rule in column 35 (FIG. 3), column 42 (FIG. 4) and column 43 (FIG. 5), and the fuzzy output variable then has a value assigns if no premise is valid, ie a condition is not met by any of the input variables.
  • ddK_ffen stands for any input variable. Such an ANY rule is necessary, so that one also Statement is defined if none based on the other rules Identification (e.g. the street) is possible. For example after restarting the controlled device, e.g. the transmission control after starting the engine, none Mean values dK_stoff, ⁇ F_kar etc. are available. In this Fall then becomes the conclusion in the fourth rule base z-dynamics "just" met.
  • the sharp output variables x-dynamics, y-dynamics, road type and z-dynamics are fed to a shift map selection and shift sequence control (abbreviated SKA / SA-ST) 26 via lines shown in FIG.
  • a signal "selection" is generated in the SKA / SA-ST 26 and fed to the map memory 24 via a line 32.
  • This memory also receives from the signals throttle position dK and transmission output speed N, and selects on the basis of three input signals in a known manner the respective gear to be engaged or to be selected each gear ratio.
  • a corresponding signal "new gear” reaches the SKA / SA-ST via a line 33 and is used by this control 26 as a control variable "gear” if the signals x-dynamics, y-dynamics, road type and z-dynamics do not result in a blocking condition "fed to the automatic transmission 5 via a line 19.
  • the manipulated variable causes a new gear to be engaged in the gearbox.
  • the invention thus makes it possible, when determining the manipulated variable "gear", in addition to the known input variables driver request dK, output speed N ab and, in addition to other influencing variables not described here, also to take into account the type of road, and thus enables one with regard to driving comfort and environmental compatibility (less Improved shift behavior of the automatic transmission.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Claims (9)

  1. Dispositif de commande (6) pour une boíte de vitesses automatique (5) d'un véhicule automobile, au moyen duquel une grandeur de réglage, servant à commander le rapport de démultiplication (vitesse de boíte) de la boíte de vitesses (5), est déterminée en fonction de paramètres de conduite, tels que la position de pédale d'accélérateur (dK) et la vitesse de véhicule et éventuellement d'autres grandeurs de mesure, le dispositif de commande (6) comportant un circuit à logique floue (23), pourvu d'au moins une base de règles, au moyen duquel sont produites, à l'aide d'une analyse des paramètres de conduite, des variables de sortie (type de voie ; comportement-dynamique-suivant- x, comportement-dynamique-suivant- y, comportement-dynamique-suivant- z), l'une caractérisant la nature de la voie parcourue et plusieurs caractérisant le tracé de la voie parcourue, ainsi que le flux de circulation, variables de sortie au moyen desquelles est sélectionnée, dans un circuit de sélection de table caractéristique de passage de vitesse (26), une table caractéristique qui est utilisée lors de la détermination du rapport de démultiplication (vitesse de boíte) de la boíte de vitesses.
  2. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce qu'il comporte un circuit générateur de signaux (22) au moyen duquel un signal (Nab) qui correspond à la vitesse de véhicule fait l'objet d'une formation de moyenne (Nab_moyenne) sur l'étendue d'un intervalle de temps préfixé et est utilisé dans une première base de règles (RB-voie) lors de la détermination d'une première variable de sortie caractérisant la nature de la voie parcourue (type de voie).
  3. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce qu'il comporte un circuit générateur de signaux (22) au moyen duquel, à partir d'un signal (Br) qui indique une opération de freinage, une moyenne est formée sur l'étendue d'un intervalle de temps préfixé (z) et cette moyenne est utilisée pour la détermination de la première variable de sortie caractérisant la nature de la voie parcourue (type de voie).
  4. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce que le circuit à logique floue (23) comporte une deuxième base de règles (RB-comportement-dynamique-suivant-x) au moyen de laquelle est produite une deuxième variable de sortie (comportement-dynamique-suivant- x) qui contient une information concernant le flux de circulation sur la voie parcourue.
  5. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce que le circuit à logique floue (23) comporte une troisième base de règles (RB-comportement-dynamique-suivant-y) au moyen de laquelle est produite une troisième variable de sortie (comportement-dynamique-suivant- y) qui contient une information concernant la fréquence de virages de la voie parcourue.
  6. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce que le circuit à logique floue (23) comporte une quatrième base de règles (RB-comportement-dynamique-suivant-z) au moyen de laquelle est produite une quatrième variable de sortie (comportement-dynamique-suivant- z) qui contient une information concernant la fréquence de montées de la voie parcourue.
  7. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce qu'au moyen du circuit à logique floue (23), des moyennes dans le temps ou des variations dans le temps de signaux (dK, ay, ddK) qui reproduisent les états de fonctionnement du véhicule automobile ou les actionnements de pédale d'accélérateur sont analysées et utilisées pour commander le rapport de démultiplication d'une boíte de vitesses de véhicule.
  8. Dispositif de commande (6) suivant la revendication 1, caractérisé en ce qu'il comporte un circuit générateur de signaux (22) au moyen duquel un signal (ddK) qui reproduit la position de pédale d'accélérateur ou la position de papillon des gaz fait l'objet d'une formation de moyenne sur l'étendue d'un intervalle de temps préfixé (z) et est utilisé pour la reconnaissance de la nature de la voie parcourue (type de voie).
  9. Dispositif de commande (6) suivant la revendication 7, caractérisé en ce qu'il comporte un circuit générateur de signaux (22) au moyen duquel une moyenne (ay_moyenne) est formée, sur l'étendue d'un intervalle de temps préfixé, à partir de la valeur d'un signal (ay) qui correspond à l'accélération transversale du véhicule automobile et cette moyenne est utilisée dans la base de règles floue (29) pour la détermination de la première variable de sortie (type de voie) et de la troisième variable de sortie (comportement dynamique suivant-y).
EP93108427A 1993-05-25 1993-05-25 Commande d'une boíte de vitesse automatique dans un véhicule Expired - Lifetime EP0626527B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE59308895T DE59308895D1 (de) 1993-05-25 1993-05-25 Steuerung für ein automatisches Getriebe in einem Kraftfahrzeug
EP93108427A EP0626527B1 (fr) 1993-05-25 1993-05-25 Commande d'une boíte de vitesse automatique dans un véhicule
JP6133967A JPH06331014A (ja) 1993-05-25 1994-05-25 車輛における装置のための制御装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP93108427A EP0626527B1 (fr) 1993-05-25 1993-05-25 Commande d'une boíte de vitesse automatique dans un véhicule

Publications (2)

Publication Number Publication Date
EP0626527A1 EP0626527A1 (fr) 1994-11-30
EP0626527B1 true EP0626527B1 (fr) 1998-08-19

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EP93108427A Expired - Lifetime EP0626527B1 (fr) 1993-05-25 1993-05-25 Commande d'une boíte de vitesse automatique dans un véhicule

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EP (1) EP0626527B1 (fr)
JP (1) JPH06331014A (fr)
DE (1) DE59308895D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7860621B2 (en) 2005-05-11 2010-12-28 Bayerische Motoren Werke Aktiengesellschaft Method for operating a motor vehicle with a large number of function systems

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
ES2158079T3 (es) * 1994-01-19 2001-09-01 Siemens Ag Control para una caja de cambios automatica de automovil.
WO1997001051A1 (fr) * 1995-06-20 1997-01-09 Siemens Aktiengesellschaft Commande destinee a un dispositif d'un vehicule automobile
US5957990A (en) * 1995-06-20 1999-09-28 Siemens Aktiengesellschaft Controller for a device in a motor vehicle
DE19733464B4 (de) * 1996-08-24 2006-05-11 Volkswagen Ag Universell adaptierbares Steuerverfahren mit Hochschaltverhinderung für Kfz-Automatikgetriebe

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DE3341652A1 (de) * 1983-11-18 1985-06-05 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Verfahren und vorrichtung zur steuerung einer kupplungs-getriebe-einheit
US4841815A (en) * 1987-03-31 1989-06-27 Nissan Motor Co., Ltd. Fuzzy control system for automatic transmission
EP0339462A2 (fr) * 1988-04-20 1989-11-02 Nissan Motor Co., Ltd. Dispositif de commande de changement de vitesse pour transmissions automatiques
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DE59308895D1 (de) 1998-09-24
EP0626527A1 (fr) 1994-11-30

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